Three state highways Public transportation Railroads. Bicycle routes Pedestrian facilities Local road network

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1 3.1 TRANSPORTATION Regulatory Setting The primary missions of ODOT and FHWA are related to transportation facilities and safety; therefore, this action is transportation oriented and the National Environmental Policy Act (NEPA) analysis focuses on transportation-related impacts. Compliance with NEPA is required because the proposed action intends to satisfy a transportation need and is funded or partially funded with FHWA funds. NEPA provides the overall regulatory setting for this section. With SECTION CONTENTS Regulatory Setting Affected Environment Environmental Consequences Cumulative Impacts for the Preferred Alternative Mitigation Tier 2 DEIS Build Alternative regard to traffic forecasts, in general, the design-year traffic should accommodate a 20- year forecast from the expected date of completion of the facility (Title 23, United States Code Highways Section 109 Standards). FHWA regulations provide policies and procedures relating to the provision of pedestrian and bicycle accommodations and federal participation in providing funds for these accommodations. FHWA directs that full consideration should be given to the safe accommodation of pedestrians and bicyclists. FHWA further directs that the special needs of the elderly and the disabled must be considered in all federal-aid projects that include pedestrian facilities. When current or anticipated pedestrian and/or bicycle traffic presents a potential conflict with motor vehicle traffic, every effort must be made to avoid, minimize, and mitigate the detrimental effects on all highway users who share the facility (23 CFR 652). ORS , AKA the Bike Bill, was passed by the Oregon Legislature in Footpaths and bicycle trails, including curb cuts or ramps as part of the project, shall be provided wherever a highway, road or street is being constructed, reconstructed or relocated. It applies to ODOT, cities and counties. It also allows ODOT, cities and counties to spend reasonable amounts of their share of the state highway fund on facilities for pedestrians and bicyclists. The 1990 Americans with Disabilities Act (ADA) provides civil rights protection similar to those provided to persons on the basis of race, sex, national origin, and religion under the Civil Rights Act of Federal-aid highway projects must comply with the ADA and do so by building transportation facilities that provide equal access for all persons. All projects shall comply with the most current ADA guidelines. The same degree of convenience, accessibility, and safety available to the public will be provided to persons with disabilities. Design, signing, and marking of pedestrian and bicycle facilities shall be in conformance with the Oregon Bicycle and Pedestrian Plan Affected Environment Transportation is the heart of the Preferred Alternative which focuses on providing better transportation facilities through the project area. This section describes the existing transportation facilities in or associated with the Preferred Alternative and provides operational information for existing highways, including average daily traffic (ADT) volumes, travel times, intersection operations, and crash data in the project area. The transportation facilities in the project area include: Three state highways Public transportation Railroads Bicycle routes Pedestrian facilities Local road network Airport facilities Newberg Dundee Bypass 3-5

2 State Highways Oregon 99W The project area includes Oregon 99W from the Oregon 99W/Oregon 18 junction, just north of Dayton, to Rex Hill east of Newberg. Newberg and Dundee share Oregon 99W as their main street ). Oregon 99W provides statewide travel and freight movement between the Portland-Vancouver area and the Oregon coast. The Oregon Highway Plan (OHP) designates Oregon 99W as a Statewide Highway and a Statewide Freight Route. Oregon 99W is part of the National Highway System (NHS). The highway s posted speed ranges from 25 to 45 miles per hour (mph) in urban areas and from 50 to 55 mph in rural areas. East of the junction with Oregon 18, Oregon 99W varies between two and four lanes approaching Dundee. In Dundee, it is two lanes with a continuous left turn lane. Between Dundee and Newberg, Oregon 99W widens to four lanes, and in downtown Newberg, a one-way couplet provides six travel lanes (three in each direction). From the couplet east to Rex Hill and beyond, Oregon 99W is four lanes. Oregon 99W serves the project area for the following types of trips: Through traffic: The trip starts and ends outside the project area. Regional traffic: The trip has one starting/ending point inside the project area and the other outside of the project area (e.g., local commute trips between the project area and Portland). Local traffic: The trip starts and ends in the project area. For through and regional trips within the project area, most travelers must use Oregon 99W, Oregon 219, or Oregon 18. Oregon 219 Oregon 219 is a two-lane highway that connects Hillsboro to Woodburn. In the project area, ODOT classifies the highway as a District Highway by the OHP, with posted speeds ranging from 45 to 55 mph. The highway has no sidewalks, bike lanes, or on-street parking (except within city limits). Oregon 18 South of its intersection with Oregon 99W and before reaching Dayton, Oregon 18 is two lanes with a posted speed of 45 mph. The OHP Average Daily Traffic (ADT): The average number of vehicles passing a certain point on a highway, road, or street each day. National Highway System (NHS): A federal designation for roads important to the nation s economy, defense, and mobility. With approximately 160,000 miles of roadway, the NHS was developed by the U.S. Department of Transportation in cooperation with states, local governments, and metropolitan planning organizations. Oregon Highway Plan (OHP): A plan adopted by the Oregon Transportation Commission that establishes long-range policies and investment strategies for the state s highway system. State Highway Classification System: A system of classifying highways within the OHP according to their function. Relevant classifications in the project area include: District Highway: A facility of countywide significance that functions largely as a county and/or city arterial or collector. Regional Highway: Typically provides a connection to regional centers, statewide or interstate highways, or economic or activity centers of regional significance. Statewide Freight Route: An Interstate, Statewide, Regional, or District Highway that carries considerable tonnage of freight by truck and serves as a primary interstate or intrastate freight connection to one or more ports, intermodal terminals, or urban areas. Expressway: A divided, accesscontrolled highway facility usually having two or more lanes for the exclusive use of traffic in each direction. Expressways are a subset of the OHP highway classifications to provide for high-speed, high-volume travel between cities and connections to ports and major recreation areas with minimal interruptions. ODOT has designated the Newberg Dundee Bypass as an expressway. The Oregon Transportation Commission (OTC) has designated the Newberg Dundee Bypass as an expressway based on the Newberg Dundee Facility Plan, which describes the need for, function, and management objectives and management strategies for the Newberg Dundee Bypass. Statewide Highway: Typically provides interurban or interregional mobility and connection to larger urban areas, ports, or major recreation areas that are not directly served by Interstate Highways. 3-6 Newberg Dundee Bypass

3 designates it as a Statewide Highway, a Statewide Freight Route, and an Expressway. It is also a federally designated NHS Highway. Oregon 18 serves as a recreational and freight route for travel to the Oregon coast Freight Routes The OHP classifies Oregon 99W and Oregon 18 as Statewide Freight Routes through the project area. These routes have local and statewide economic importance for freight movement. Most trucks with origins or destinations in the project area are traveling to commercial and industrial destinations located along Oregon 99W. Medium and heavy trucks make up 6 to 7 percent of the traffic on Oregon 99W and Oregon Railroads Freight rail through the project area connects McMinnville, Dundee, and Newberg to the Portland-Vancouver metropolitan area. The Willamette & Pacific Railroad (WPRR) and the Portland & Western Railroad operate about 520 miles of track in the Willamette Valley, with branches serving the Oregon coast. Rail freight service starting in the western Willamette Valley uses WPRR tracks as far as Newberg, and then uses Portland & Western tracks to Portland. The Connecticut-based Genesee & Wyoming Railroad owns and operates the WPRR as one line through Dundee that runs parallel to Oregon 99W (see Figures PA through PA in Section 3.2, Land Use). The Federal Railroad Administration designates six classes of track and sets maximum train speeds based on track conditions. The track in the project area is designated Class 2, which limits trains to 25 mph. Only freight movements occur on this track. Currently one train operates daily in each direction, with up to two additional, smaller trains operating periodically. The daily train averages 40 to 50 cars, each approximately 65 to 70 feet long. In the future, this line could handle more freight traffic that has been diverted because of the Westside Express Service (WES) Commuter Rail, which opened February 2, WES is a commuter rail line connecting Wilsonville, Tualatin, Tigard, and Beaverton Airport Facilities Established in 1946, Sportsman Airpark is a private facility open to the public. It is located in Newberg near the Oregon 219/2nd Street intersection (see Figure PA and Figure PA 3.2-4). This general aviation airport has one paved 2,800-foot runway and averages 14,000 takeoffs and landings per year. Sportsman Airpark provides fuel sales, a maintenance facility, aircraft rentals and sales, hangar rentals, aircraft parking, and hotair ballooning. McMinnville Municipal Airport is a general aviation airport located about 5 miles southwest of the project area on Oregon 18. The nearest airport with scheduled passenger service is the Portland International Airport (PDX), located about 25 miles northeast of Newberg Public Transportation Services The following sections describe the public transportation services available within Yamhill County. Yamhill County Transit Area The Yamhill County Transit Area (YCTA), in partnership with the Yamhill Community Action Program (YCAP) provides local transit service within Yamhill County, as well as connecting service to selected areas outside the county. YCTA offers the following services to the public. Route 44 Link: Route 44 provides service between McMinnville, Lafayette, Dayton, Dundee, Newberg, Sherwood, and Tigard and runs approximately every 1 to 2 hours on weekdays. It takes approximately 30 minutes to travel from McMinnville to Newberg Dundee Bypass 3-7

4 Newberg (Zone A), and approximately 40 minutes to travel from Newberg to Tigard (Zones B and C). The fare is $1.25 per zone each way. Connections to TriMet service are available in Tigard. Route 44 Link Express: YCAP provides an express version of the Route 44 Link route twice a day on weekdays, with stops in McMinnville, Newberg, Sherwood, and Tigard. It departs once a day from Tigard (at 6:48 a.m.) and once a day from McMinnville (at 5:05 p.m.). Travel time is approximately 25 minutes from McMinnville to Newberg and 35 minutes from Newberg to Sherwood. The fare is $1.25 per zone each way. Connections to TriMet service are available in Sherwood. Newberg Loop Routes: Four bus routes operate on loops through Newberg. All routes begin and end at the Nap s Thriftway store at the corner of 1st and Main Streets in downtown Newberg. All routes begin running at 7:00 or 7:30 a.m. and run once an hour until 6:00 or 6:30 p.m. The routes only run on weekdays. The fare for these routes is $1.25 each way. The four bus routes that operate through Newberg are: o Route 4 Newberg/Dundee: This route runs to Dundee via Oregon 99W, makes a loop through Dundee, returns to Newberg via Oregon 99W and Dayton Avenue and makes a loop through South Newberg. o Route 5 Foothills: This route runs north on Meridian and College Streets, and returns south on Main Street. o Route 6 Springbrook: This route runs through East Newberg north of Oregon 99W. o Route 7 Chehalem Glenn: This route runs through East Newberg as far east as Providence Drive, and returns to downtown Newberg via Oregon 99W. Dial-a-Ride: For those unable to access YCTA s fixed routes because of mobility limitations or those whose origins and/or destinations are not within close proximity to fixed routes, YCTA provides telephone-scheduled, demand-responsive curb-to-curb service. Other Public Transportation Options In addition to the public transit options listed above, the following additional transportation services are available within the study area. Greyhound Bus Lines makes daily stops in Newberg, providing intercity service throughout the country via the major cities in Oregon. Greyhound designates Newberg as a limited service stop, which means that no ticketing, baggage, or other special services are available in Newberg. The Newberg School District provides busing for students throughout the project area. The Yamhill County Public Transportation Needs Assessment also identifies the following services available in the project area: Gray Line of Portland (a sightseeing service). Oregon Coachways (bus charter services). Shamrock Taxi (taxi service operating primarily out of McMinnville and Newberg but serving the entire county). Way-to-Go Shuttle (provides one round trip to Portland International Airport daily; there is a stop in Newberg). 3-8 Newberg Dundee Bypass

5 Several specialized transport services associated with medical and institutional purposes. In addition to these services, Newberg and Dundee residents can take advantage of carpooling resources provided by Mid-Valley Rideshare Bicycle Routes Existing state bicycle facilities are located on Oregon 99W, Oregon 18, and Oregon 219 and consist of designated bicycle lanes and paved shoulders. In Newberg and Dundee, bicyclists travel primarily along Oregon 99W in bicycle lanes or on paved shoulders. In the project area, there are also bicycle facilities located along non-state highways. Dayton Avenue has a low volume of traffic and is a bicycle route between Newberg and Dundee. However, Dayton Avenue ends at Oregon 99W before reaching the Dundee city limits. At Dundee, bicyclists access westbound Oregon 99W with a left turn against heavy traffic. According to the Oregon Bicycle and Pedestrian Plan (OBPP), bicycle lanes are not required on roadways within urban areas with ADT of less than 3,000. The OBPP requires that ODOT add bicycle and pedestrian facilities on new construction, reconstruction, and relocation projects. Bicycle facilities provided as part of the Preferred Alternative s local circulation changes will meet the requirements of the OBPP and the requirements of the 2005 Dundee Oregon 99W Main Street Refinement Plan, 2003 Dundee Transportation System Plan (TSP), 2005 Newberg TSP, and 1996 Yamhill County TSP. There are no new state-funded bicycle facilities listed in the Statewide Transportation Improvement Program (STIP) that are located in the project area. The local agencies have various bike plans, but no projects are funded at this time. The following sections describe the bicycle facilities in the project area. Newberg The Newberg TSP includes a network of striped bike lanes, shoulder bike routes, and bike routes shared with streets. Bike lanes are located on both sides of Oregon 99W through most of Newberg. In the couplet area of downtown Newberg, bike lanes are located adjacent to on-street parking. Where there are no designated bike lanes along Oregon 99W, bicyclists use a striped shoulder. Dundee Bike lanes are located on both sides of Oregon 99W through most of Dundee. The Dundee TSP states that outside of the Oregon 99W corridor, bike lanes are limited to the north side of 5th Street from City Hall to the Dogwood Drive/Upland Drive intersection. There are no bike lanes adjacent to on-street parking. Where there are no designated bike lanes along Oregon 99W, bicyclists use a striped shoulder. Yamhill County There are few designated bike routes and lanes in the Yamhill County road system. The routes connecting Newberg and Dundee are Baker Creek Road (east of Hill Road South), Dayton Avenue, and Hill Road South. Only two segments of the Yamhill County collector road system are wide enough to accommodate bike lanes Briedwell and Baker Creek Roads east of Orchard View Road. Yamhill County policy calls for providing bikeways on arterials and major collectors located within an urban growth boundary (UGB). When it is financially feasible, Yamhill County provides bike lanes within and between residential subdivisions, schools, shopping centers, and industrial parks. Newberg Dundee Bypass 3-9

6 Pedestrian Facilities Pedestrian facilities support a community s sense of identity, cohesion, and general livability. Currently, pedestrian facilities in the project area are only found in Newberg and Dundee. Downtown Newberg, including the area along Oregon 99W, has a network of sidewalks; however, they are not continuous or are on only one side of the street near the city limits. City policies require sidewalks in new residential and commercial developments. Crosswalks are located on Oregon 99W at all signalized intersections. Newberg has installed curb extensions and wheelchair ramps, crosswalks/pedestrian signals, and barrier-free sidewalks in the downtown area. In Dundee, sidewalks are generally located along the west side of Oregon 99W, with gaps where there are undeveloped lots. Newer residential and commercial areas have sidewalks and pedestrian paths, reflecting City policies that require sidewalks in new developments. Crosswalks on Oregon 99W are located on the north side of the 7th, 8th, and 10th Street intersections, and at the signalized 5th Street intersection. The Newberg Dundee Bypass Bicycle and Pedestrian Summary Report provides a full analysis of bicycle and pedestrian facilities in the project area. The Chehalem Parks and Recreation District (CPRD) has proposed a trail system of over 50 miles that will circle Newberg and Dundee and connect to the riverfront in both communities. The planned trail is the Chehalem Heritage Trail. See Section 3.6, Parks and Recreation, of this chapter for more detail. Pedestrian facilities provided as part of the Preferred Alternative s local circulation improvements will meet the requirements of the OBPP, as well as the requirements of the 2005 Dundee Oregon 99W Main Street Refinement Plan, 2003 Dundee TSP, 2005 Newberg TSP, and 1996 Yamhill County TSP Existing Traffic Volumes A traffic demand study completed for the existing transportation system helps identify the changes needed to meet future traffic demands in the study area. Four major aspects of the existing transportation system were studied: traffic volumes, intersection operations, travel times for the system, and safety. This section discusses traffic volumes on sections of Oregon 99W, Oregon 18, and Oregon 219 that are within the project area. As shown on Figure PA 3.1-1, average daily traffic volumes were estimated at key locations along Oregon 99W and Oregon 219 based on weekday peak hour counts taken in 2011 and the daily traffic volumes measured in Figure PA shows the key ADT locations where the counts were taken Newberg Dundee Bypass

7 Figure PA Estimated ADT at Count Locations (from 2011 Counts) Source: Newberg Dundee Bypass Tier 2 Final Transportation Technical Memorandum, ODOT These data show the difference in traffic volumes between the west and east sides of the project area. Traffic volumes were generally highest in Newberg and in areas to the east. This is expected due to the volume of commuter traffic between Newberg-Dundee and the Portland-Vancouver metropolitan area, with about 39,100 vehicles per day on Oregon 99W at Springbrook Road. Weekday peak travel hours are 7 to 9 a.m. and 4 to 6 p.m., with the higher volumes occurring during the p.m. peak period. The highest weekday p.m. peak volumes occur on Fridays, with 6 percent more traffic than on other weekdays. This peak is most likely due to Portland-Vancouver metropolitan area residents heading to the coast for the weekend. The only exception to this is the eastbound section of the Newberg couplet (Oregon 99W, 1st Street), where the highest traffic volume occurs in the morning due to commuters traveling toward the Portland-Vancouver metropolitan area. Weekends have a consistently high volume of traffic, with the peaks occurring near midday Intersection Operations Intersections are critical points in any transportation system. Poor intersection operations can cause congestion and limit traffic flow. Thirty-three intersections in the project area were evaluated to determine existing operational performance. Operational performance was determined by calculating the volume-to-capacity (v/c) ratio for each intersection. The intersections evaluated included 21 in Newberg, 5 in Dundee, and 7 in Dayton. The intersections selected for analysis are located along Oregon 99W, Oregon 18, and Oregon 219, and are the primary state highway intersections in the Newberg and Dundee TSPs. The study area s 33 intersections include six additional intersections in East Newberg that ODOT added for the as these intersections have the potential to be adversely impacted by Phase 1 of the Preferred Alternative (Phase 1). Of the 33 intersections, 3 fail to meet Oregon Highway Plan (OHP) mobility standards. The OHP, Peak Travel Hours: Hours of the day with the most traffic, usually during morning and evening commute times. Mobility Standards: As defined in the OHP, standards set for mobility on highways based on v/c ratios that vary according to the highway classification and urban or rural land use. Volume-to-Capacity Ratio (v/c): The percentage of a roadway or intersection s capacity that is being utilized by the measured or anticipated traffic volumes. Newberg Dundee Bypass 3-11

8 adopted by the Oregon Transportation Commission, guides the development and management of the state highway system and includes policies to guide transportation investment, coordination with other agencies and local government, and standards for access management and mobility. The mobility standards set maximum v/c ratios for intersections and segments of the state highway system. Table PA compares the existing v/c ratios to the OHP mobility standard at the three study area intersections that currently fail to meet these standards. Table PA Select Study Intersections Not Meeting OHP Mobility Standards 2011 Existing Traffic Intersection (Type of Traffic Control) OHP Standard V/C Ratio Critical Movement Newberg Intersections Oregon 99W/Villa Road (Traffic Signal) N/A Oregon 99W/Springbrook Road (Traffic Signal) N/A Oregon 99W/Benjamin Road (Stop Sign) Southbound Source: Newberg Dundee Bypass Tier 2 Final Transportation Technical Memorandum, ODOT Note: V/C in this table is based upon 30th highest hour volumes. N/A = Not Applicable. At the Oregon 99W/Springbrook Road intersection, the northbound and southbound approaches both carry high traffic volumes and additional lanes will be required to meet the OHP Mobility Standard. At the Oregon 99W/Villa Road intersection, the heavy northbound left turn movement and east/west through movements on Oregon 99W will require more lanes to meet mobility standards. The conditions at the unsignalized intersection of Oregon 99W with Benjamin Road result from the inability of minor street left turns to find gaps in the highway traffic. Analysis shows that the Oregon 99W/5th Street intersection in Dundee currently operates at a v/c ratio of However, field observations show that there is significant congestion at this intersection during weekday peak periods and on the weekends. The signal cannot meet all the demand on the major street approaches because the traffic stream on Oregon 99W is nearly continuous. Further, turning movements to/from 5th Street cause substantial disruption to through traffic on Oregon 99W. As a result, unmet demand accumulates as a queue of vehicles backing up along Oregon 99W from the intersection. Therefore, the observed traffic volumes on Oregon 99W that actually pass through the intersection do not represent the full demand, and the analysis results are not an accurate representation of actual conditions. In the Tier 2 DEIS, the operational performance for the intersections was based on year 2005 traffic counts. For the most part, traffic volumes along Oregon 99W and at the intersections have not measurably changed between 2005 and In addition to Oregon 99W/Villa Road and Oregon 99W/Springbrook Road, the Tier 2 DEIS identified three other intersections not meeting standards in These intersections included Oregon 219/2nd Street, Oregon 219/Wilsonville Road, and Oregon 99W/Fox Farm Road. Since 2005, ODOT completed a series of roadway and intersection improvements that removed the Oregon 219/Wilsonville Road intersection. At the Oregon 219/2nd Street and Oregon 99W/Fox Farm intersections, the traffic volume patterns have changed in a manner that enables these two intersections to meet standards in Newberg Dundee Bypass

9 Segment 8.1A Newberg Willamette & Pacific Railroad Segment 8.1 Segment 4 Oregon 99W at Quarry Rd QUARRY East Newberg FOOTHILLS DR Dundee 219 OLD PARRETT MOUNTAIN RD Oregon 99W at Springbrook Rd Hancock St at College Ave 99W e t t e W i l l a m HAWORTH AVE COLLEGE R VILLA RD 240 CORRAL CREEK RD PORTLAND RD HANCOCK ST i v e r FERNWOOD RD SPRINGBROOK 4TH ST 1ST FOX FARM RD East Dundee DAYTON AVE SW 5TH v e r Y a m h i l l R i Dayton 99W 99W Newberg Figure Preferred Alternative Figure PA ADT Count Locations Preferred Alternative Count Location City Limits Miles Inset maps are not to scale. Urban Growth Boundary (UGB) Bypass Approved Corridor Miles Map ID: Fig3.1-2CountInt.ai Print Date: November 2011 Roadway City Limits 0 BLANCHARD LN Dayton McDOUGALL RD STOLLER RD KREDER RD KREDER RD Dayton WILSONVILLE RD WYNOOSKI 1st St at College Ave Oregon Oregon 219 at Springbrook Rd Oregon 99W at Oregon 18 Oregon 99W at 5th St 3RD ST WALLACE RD AMITY FERRY ST Source: ODOT, 2008 Oregon 99W at Fox Farm Rd Segment 2 Segment 1 Dundee Segment 7 Segment 5 Segment 6 Segment 3

10 Travel Times Travel times, including congestion delays, are major sources of traveler frustration along any transportation route. Generally, travel time analysis for a project includes a determination of the average time it takes to travel through a given segment of highway during peak-hour (greatest traffic volume) conditions. For the project area, worst-case traffic levels typically occur during the Friday p.m. peak hour. Five travel time runs were conducted in each direction between the Oregon 99W/Oregon 18 intersection in Dayton and the Oregon 99W/Old Parrett Mountain Road intersection east of Newberg (see Figure PA 3.1-3) on one Friday in September Table PA summarizes the measured travel time results and shows that much higher congestion occurs in the westbound direction of travel during the p.m. peak, with average travel times of over 30 minutes. Peak-hour westbound travel time is over 50 percent higher than uncongested travel time, which was measured between 10 a.m. and 2 p.m. Table PA Friday PM Peak-Hour Travel Time Results a From Oregon 99W/ Oregon 18 (EB) Oregon 99W/Old Parrett Mountain Rd (WB) To Oregon 99W/Old Parrett Mountain Rd Average Travel Time Standard Deviation Uncongested Travel Time Delay 21 min 3.1 min 18 min 3 min Oregon 99W/ Oregon min 1.3 min 18 min 13 min Source: Newberg Dundee Bypass Tier 2 Final Transportation Technical Memorandum, ODOT a Traffic volumes have not measurably changed in the corridor between 2005 and 2011 so updated travel times were not measured in The 2005 travel times are reflective of current conditions Safety Data for motor vehicle crashes along various sections of Oregon 99W, Oregon 18, and Oregon 219 within the project area were collected for the most recent 5-year period for which data were available ( for intersection crashes, for highway segment crashes). Table PA compares the crash rates for these various highway sections of the project area to the average crash rates for similar facilities statewide. All highway sections studied exceed the ODOT 1-mile length standard for section analysis, except the two sections of the Oregon 99W couplet in downtown Newberg, which are both 0.7 miles in length. Table PA Existing State Highway Section Crash Rates Study Roadway Segment Oregon 99W Quarry to Providence Oregon 99W Providence to couplet Oregon 99W 1st Street couplet (EB) c Oregon 99W Hancock Street couplet (WB) c Facility Type Rural Principal Arterial Urban Principal Arterial Urban Principal Arterial Urban Principal Arterial Length (miles) Statewide Average Crash Rate a Crash Rate Percent of Average b b Newberg Dundee Bypass

11 Table PA Existing State Highway Section Crash Rates Study Roadway Segment Facility Type Length (miles) Statewide Average Crash Rate a Crash Rate Percent of Average Oregon 99W couplet to Fox Farm c Oregon 99W Fox Farm to Niederberger c Oregon 99W Niederberger to Oregon 18 Oregon 99W Oregon 18 to Kreder Oregon 18 Oregon 99W to Oregon 221 Oregon 219 Villa to Wynooski Rural Principal Arterial Rural City Principal Arterial Rural Principal Arterial Rural Minor Arterial Rural Principal Arterial Urban Minor Arterial Source: Newberg Dundee Bypass Tier 2 Final Transportation Technical Memorandum, ODOT a These average crash rates are for all such facility types (e.g., Rural Principal Arterials ) throughout the state. b Indicates that section is shorter than 1 mile in length. Analysis of sections shorter than 1 mile should be used cautiously, as individual intersections could exhibit disproportionate impacts on shorter sections. c The table also shows that four sections (shown in bold type) have crash rates higher than would be expected for a similar type of facility. In addition to the statewide crash data comparison, crash location, type, and severity for these sections were evaluated. Rear-end crashes are the most common type of crash for intersections along Oregon 99W. Frequent congestion on Oregon 99W results in long queues, with a higher potential for rear-end collisions. Turning movement crashes are also common, especially at unsignalized intersections. Crashes along Oregon 219 are primarily a mixture of turning and angle crashes that involve conflicts between cars on the minor and major intersection approaches. These crashes likely result from a combination of high travel speeds and limited acceptable gaps in the mainline traffic stream, particularly during peak-hour conditions. Two pedestrian and 10 bicycle crashes occurred in the study area along roadway sections identified with high crash rates. Data suggest that areas with highest risk for motorists are also the highest risk for pedestrians and bicyclists. This is to be expected since urban areas typically have higher crash rates and higher levels of walking and bicycling. Fatal crashes in the project area were also evaluated. Table PA provides a brief summary of each fatality. Three of the five fatal crashes occurred in rural highway sections. Two of the five fatalities involved alcohol. This indicates that enforcement and driver education may prove as effective as engineering solutions in reducing fatalities. Location Table PA Summary of Fatal Crashes Weather Conditions Alcohol Involved? Light Crash Cause Oregon 219/Wynooski Road Rain Yes Daytime Left turn made in front of oncoming vehicle Oregon 219/Wilsonville Road (intersection has since been removed) Clear and dry No Daytime Vehicle failed to yield when turning Newberg Dundee Bypass 3-15

12 Table PA Summary of Fatal Crashes Location Oregon 99W westbound (Hancock Street) between Harrison Street and Lincoln Street Oregon 99W between Dunberg Loop and Fox Farm Road Oregon 99W between Dunberg Loop and Fox Farm Road Weather Conditions Cloudy and wet Cloudy and wet Clear and dry Alcohol Involved? Light Crash Cause No Daytime Vehicle crossed curb and struck pole No Nighttime Vehicle overturned. No collision occurred Yes Daytime Head-on collision Source: Newberg Dundee Bypass Tier 2 Final Transportation Technical Memorandum, ODOT Environmental Consequences This section discusses direct, indirect, and construction impacts to the transportation system under the No Build Alternative, the Preferred Alternative, and Phase 1. See Chapter 2, Section 2.2, Alternatives, for descriptions of these alternatives and Phase 1. The direct impacts on transportation due to the Preferred Alternative can be summarized as reducing congestion, as well as improving safety on Oregon 99W and through the downtowns of local communities. No indirect impacts on transportation were identified. The impacts of each alternative on the project area s transportation system were evaluated and compared, and the effectiveness of the alternatives was measured. This evaluation was performed based on traffic forecasts for the two alternatives, including the Preferred Alternative with and without Phase 1. Additionally, to study opening-year impacts associated with Phase 1, traffic forecasts were developed for Both the Preferred Alternative and Phase 1 were compared to the No Build Alternative to identify direct and indirect impacts explicitly related to the Bypass portion of construction, using forecast years of 2035 and 2016, respectively No Build and Preferred Alternatives This section addresses direct, indirect and construction impacts to the transportation system for the No Build and Preferred Alternatives. See Section for impacts associated with Phase 1. With the No Build Alternative, Oregon 99W and Oregon 219 would have remained unchanged. However, under the No Build, various state, county, or city regular roadway maintenance projects, such as resurfacing and safety/operation improvement projects, would have been built. Average Daily Traffic Forecast ADT levels were measured in 2011 and forecasted for 2035 for the No Build and Preferred Alternatives. The 2011 and future ADTs at key locations along Oregon 99W, Oregon 219, and the Bypass are shown in Table PA The Tier 2 DEIS analyses of the No Build and Preferred Alternative were based on year 2030 traffic forecasts. Given that the 2011 traffic volumes have not measurably changed from 2005, the year 2030 traffic forecasts were updated to reflect year 2035 conditions Newberg Dundee Bypass

13 Table PA Summary of 2011 and 2035 ADT ADT Volumes (In thousands of vehicles per day) Roadways Segment Existing Count Location a 2011 Existing 2035 No Build Alternative 2035 Preferred Alternative % Change in 2035 with Preferred Alternative Oregon 99W East of Rex Hill Quarry Road East Newberg Newberg Couplet (both directions) Between Newberg and Dundee Springbrook Road College Street Fox Farm Road Dundee at 5th Street 5th Street South of Dundee Oregon Oregon 219 Oregon 219 South of Springbrook Rd. Springbrook Road Bypass Oregon 219 East Newberg Dundee Oregon 219 Dayton Dundee N/A N/A N/A 27 N/A N/A N/A N/A 30 N/A N/A N/A N/A 35 N/A Source: Newberg Dundee Bypass Tier 2 Final Transportation Technical Memorandum, ODOT a Count locations are shown in Figure PA N/A = Not Applicable. As shown in Table PA 3.1-5, under the No Build Alternative, 2035 ADT within the project area is forecast to range from 38,000 to 60,000 vehicles on Oregon 99W, and about 22,000 on Oregon 219. Between 2011 and 2035, ADT would increase by 25 to 75 percent on Oregon 99W and by about 60 percent on Oregon 219. In many locations, the demand on Oregon 99W would exceed its capacity. As a result, more traffic would use the local street system for alternate routes, adversely affecting traffic mobility on local streets. For example, between Newberg and Dundee, traffic would have likely used Dayton Road as an alternate route. Under the Preferred Alternative, 2035 traffic on the Bypass is forecast to range from 27,000 to 35,000 vehicles per day (see Table PA 3.1-5). Compared to the No Build Alternative, the Bypass is predicted to reduce traffic levels on most sections of Oregon 99W. These reductions will range from 9,000 to 37,000 vehicles per day in 2035 between Rex Hill and Oregon 18. Compared to the No Build Alternative, traffic levels on Oregon 219 north of Wynooski Road will increase by approximately 28 percent in This is due to the additional travel demand by persons desiring to access the Bypass via the Oregon 219. Newberg Dundee Bypass 3-17

14 The Preferred Alternative will decrease average daily traffic in downtown Dundee and Newberg by 29,000 and 14,000 vehicles per day, respectively (see Table PA 3.1-5). This decrease will reduce vehicle congestion, ease access to properties along Oregon 99W, and allow for more vibrant and pedestrian-friendly redevelopment in the two downtowns. Easing congestion on Oregon 99W in downtown Dundee and Newberg also has the potential to reduce vehicular crash rates in those areas. Currently downtown Newberg and Dundee experience crash rates that are 73 percent and 144 percent higher, respectively, than similar roadways throughout the state. Congestion can be a contributor to rear-end collisions, the most common type of motor vehicle accident along Oregon 99W. Those vehicles choosing to use the Bypass instead of Oregon 99W will be travelling on a facility built to modern design standards and one that is access-controlled. In Oregon, the average crash rates in 2009 for non-access-controlled facilities, such as Oregon 99W, were approximately twice that of access-controlled facilities. Vehicle Miles Traveled Annual estimates of Vehicle Miles Traveled (VMT) were forecast for the existing, 2035 No Build and 2035 Preferred Alternatives (see Table PA 3.1-6). VMT represents the total distance traveled by all motor vehicles within a study area in a given year. VMT estimates are used to determine the amount of use that the roadways within a study area receive annually. Table PA Annual Regional Vehicle Miles Traveled for 2035 Scenario Existing 2035 No Build 2035 Preferred Alternative % Change Build to No Build Newberg Dundee VMT 427, , ,649 4 Source: Newberg Dundee Bypass Tier 2 Final Transportation Technical Memorandum, ODOT The analysis considers VMT for the study area as a whole (i.e., all arterial and collector roadways within Newberg, Dundee, and surrounding rural areas), including but not limited to the Bypass and Oregon 99W. Under the 2035 Preferred Alternative, the VMT in the study area is forecast to increase by 4 percent over the 2035 No Build Alternative. VMT will increase because the Bypass will provide a high-capacity, low-congestion facility that will attract trips from Oregon 99W and other parallel routes. While the Bypass will be relatively uncongested and will offer significant travel time savings, it also will represent out-of-direction travel for most vehicles. As a result, the Preferred Alternative will decrease delay, congestion and total travel time within the study area as compared to the No Build Alternative, while increasing VMT by approximately 4 percent. Bypass Segment and Ramp Operations Table PA shows the projected p.m. peak-hour operations on segments of the Bypass portion of the Preferred Alternative and on interchange on- or off-ramps that connect with the Bypass. Operations at intersections of other roads with the ramps off the Bypass are described in the Intersection Operations section below. As shown in Table PA 3.1-7, all Bypass segments and ramps are expected to operate acceptably in 2035, meeting the applicable Highway Design Manual (HDM) standards. Highway Design Manual (HDM): This engineering manual provides uniform procedures for ODOT guidance for the location and design of new construction, major reconstruction, and resurfacing, restoration, or rehabilitation projects. The manual is used for planning studies and project development Newberg Dundee Bypass

15 Table PA Estimated 2035 Bypass and Ramp V/C Ratios by Segment Segment 1: Dayton Segment 2: Dayton to Dundee UGB Segment 3: Dundee UGB to Dundee Segment 4: Dundee Segment 5: West Newberg to Oregon 219 Segment 6: Oregon 219 Segment 7: Oregon 219 to East Newberg Segment 8: East Newberg Applicable Standard Mainline Bypass WB Onramp WB Off- Ramp EB On- Ramp EB Off- Ramp 0.75 N/A N/A N/A N/A N/A N/A N/A N/A N/A 0.75 N/A N/A N/A N/A N/A 0.75 N/A N/A N/A N/A N/A 0.75 N/A N/A N/A Source: Newberg Dundee Bypass Tier 2 Final Transportation Technical Memorandum, ODOT N/A = not applicable. For segments that are defined by an interchange, only ramp v/c s are reported and the mainline analysis does not apply. For segments that are defined along the Bypass, the mainline v/c s are provided but a ramp analysis is not applicable and therefore is indicated by N/A. EB Eastbound, WB Westbound Oregon 99W Travel Times To analyze the impact of the Preferred Alternative on congestion along Oregon 99W, travel times on Oregon 99W between the ends of the Bypass were estimated for the p.m. peak hour for the No Build and Preferred Alternatives. Table PA shows surveyed existing and estimated 2035 travel times along Oregon 99W in the project area. Under the No Build Alternative travel times on Oregon 99W in the project area were expected to increase substantially in the future, with p.m. peak-hour congestion being more severe in the westbound direction. With the Preferred Alternative, travel times on Oregon 99W will be reduced by about 50 to 60 percent, or reduced by approximately 33 minutes westbound and 17 minutes eastbound. Travel time on the Bypass (not included in Table PA 3.1-8) is projected to be about 12 minutes in Table PA Oregon 99W Corridor PM Peak-Hour Travel Times a Condition Westbound Rex Hill to Oregon 18 Eastbound Oregon 18 to Rex Hill Existing Conditions 31 minutes 21 minutes 2035 No Build Alternative 54 minutes 34 minutes 2035 Preferred Alternative 21 minutes 17 minutes Source: Newberg Dundee Bypass Tier 2 Final Transportation Technical Memorandum, ODOT a Traffic volumes have not measurably changed in the corridor between 2005 and 2011 so updated travel times were not measured in The 2005 travel times are reflective of current conditions and could be used to forecast 2035 travel times. These 2035 travel times are the same as reflected in the DEIS for 2030 conditions. Newberg Dundee Bypass 3-19

16 Intersection Operations The weekday p.m. peak-hour intersection operations for all study intersections (Figure PA 3.1-3) were evaluated for both the No Build and Preferred Alternatives. Projected operations were compared with the OHP and HDM mobility standards. The intersection operations for the Preferred Alternative include the construction of Phase 1 mitigation measures. Under the No Build Alternative, 23 of the 33 study intersections would have failed to meet OHP mobility standards in 2035, as shown in Table PA Table PA Intersections Not Meeting OHP Mobility Standards in Traffic Intersection (Type of Traffic Control) OHP Mobility Standard a No Build V/C Ratio No Build Critical Movement b Intersections in Segment 1 Oregon 99W/Oregon 18 (Stop Sign) 0.70 >2.0 WBLT Oregon 18/Kreder Road (Stop Sign) Oregon 99W/McDougall Road (Stop Sign) >2.0 >2.0 NB EB Intersections in Segments 3 and 4 Oregon 99W/Fox Farm Road (Stop Sign) 0.75 >2.0 WB Oregon 99W/1st Street (Stop Sign) 0.80 >2.0 WBLT Oregon 99W/5th Street (Traffic Signal) N/A Oregon 99W/10th Street (Stop Sign) 0.80 >2.0 N/A Oregon 99W/Niederberger Road (Stop Sign) 0.80 >2.0 WB Intersections in Segment 6 Oregon 219/2nd Street (Stop Sign) 0.80 >2.0 WB Oregon 219/Springbrook Road (Traffic Signal) N/A Oregon 219/Wynooski Road (Stop Sign) 0.90 >2.0 EB Springbrook Road/Fernwood Road (Stop Sign) c 0.90/E 1.4/F N/A Wilsonville Road/Springbrook Road (Stop Sign) c 0.90/E >2.0/F NB Elliott Street/2nd Street (Stop Sign) c 0.90/E 1.03/F SB Brutscher Street/Fernwood Road (Stop Sign) c 0.90/E 1.6/F SB Intersections in Segments 7, 8.1, and 8.1A d Oregon 99W/Old Parrett Mountain Road (Stop Sign) 0.70 >2.0 NB Oregon 99W/Corral Creek Road (Stop Sign) 0.70 >2.0 SB Oregon 99W/Providence Drive (Traffic Signal) N/A Oregon 99W/Brutscher Street (Traffic Signal) N/A Oregon 99W/Springbrook Road (Traffic Signal) N/A Oregon 99W/Elliott Street (Traffic Signal) N/A Oregon 99W/Villa Road (Traffic Signal) N/A Hancock Street/College Street (Traffic Signal) N/A Source: Newberg Dundee Bypass Tier 2 Final Transportation Technical Memorandum, ODOT a OHP mobility standards vary based on highway classification, inside or outside UGBs, or metropolitan planning organizations, and posted speed. b WB Westbound, EB Eastbound, NB Northbound, SB Southbound, WBLT Westbound Left Turn, N/A Not Applicable. c Streets and intersections are owned by the City of Newberg and not ODOT. The relevant threshold is Level of Service (LOS) E, per Newberg s standards. LOS F means intersection operations are failing. d The City of Newberg will disconnect Benjamin Road from Oregon 99W prior to As such, this intersection was not included in the analyses Newberg Dundee Bypass

17 Dayton Newberg Willamette & Pacific Railroad Dundee e t t e W i l l a m R i v e r FOX FARM RD East Dundee 99W FOOTHILLS DR CRESTVIEW DR BENJAMIN RD MAIN ST COLLEGE ST VILLA RD OLD PARRETT MOUNTAIN RD VERITAS LN PROVIDENCE HAWORTH AVE CORRA L BRUTSCHER HAYES ELLIOTT PORTLAND RD HANCOCK ST CREEK RD FERNWOOD RD 1ST 4TH ST 2ND SPRINGBROOK WYNOOSKI DAYTON AVE NW 1ST WILSONVILLE RD SW 5TH SW 9TH NIEDERBERGER RD PARKS DR 10TH Dayton Segment W 99W Dundee Newberg 21 9 Oregon 219 Figure Preferred Alternative Figure PA Study Intersections Preferred Alternative Study Intersection City Limits Study Intersection Not Meeting Mobility Standards Urban Growth Boundary (UGB) (Under 2035 Preferred Alternative) Bypass Approved Corridor Roadway Inset 1.5maps are not 2to scale. Miles City Limits Map ID: Fig3.1-4StudyInt.ai Print Date: November 2011 Miles v e r Y a m h i l l R i Source: ODOT, 2008 Segment 4 Segment 7 Segment 3 Segment 5 Segment East Newberg Segment 2 McDOUGALL RD Dayton Segment 8.1A Segment 8.1 STOLLER RD KREDER RD KREDER RD 3RD ST WALLACE RD AMITY FERRY ST

18 Under the Preferred Alternative, 30 of the 33 study area intersections will meet OHP mobility standards. The Preferred Alternative will substantially reduce intersection congestion levels that would have occurred under the No Build Alternative at all study area intersections. As shown in Table PA , only three of the study intersections will fail to meet OHP mobility standards in With the Preferred Alternative, these intersections operate substantially better than they would have for the No Build. Table PA Intersections on Oregon 99W Not Meeting OHP Mobility Standards in 2035 Under the Preferred Alternative and Possible Solution Measures Intersection Oregon 99W/ Brutscher Street Oregon 99W/ Springbrook Road Oregon 99W/ Providence Drive OHP Standard V/C Ratio a 2035 Preferred Alternative V/C Ratio c Possible Solution Measures Add northbound right turn lane. Allow right turn overlap phasing. b Add second northbound left turn lane, second northbound through lane and allow overlap phasing for southbound right turns. b Add second northbound left turn lane and westbound right turn lane. b 2035 Possible Solution Measures V/C Ratio Meets Standard 0.79 Yes 0.92 No 0.79 Yes Source: Newberg Dundee Bypass Tier 2 Final Transportation Technical Memorandum, ODOT a V/C = Volume-to-capacity ratio and Oregon 99W standards assume reclassification as a district highway (likely to be Oregon 99W Business) when the Preferred Alternative is constructed. Because these are existing intersections and are not built as part of the Bypass construction, the relevant standard is the OHP and not the HDM. b These mitigation improvements are not included as part of the Preferred Alternative, but are independent improvements. c The 2035 Preferred Alternative intersection operations include construction of the Phase 1 mitigation measures. Table PA also shows possible solution measures for the three signalized intersections failing to meet OHP standards in East Newberg. Solution measures for these intersections will not be incorporated as part of the Preferred Alternative, but may be implemented as independent projects. As shown in Table PA , the Oregon 99W/Springbrook Road intersection would not meet standards even with the solutions described. To meet standards, Oregon 99W would need to be widened to include an additional through lane in both directions at this location. Additional through lanes on Oregon 99W are inconsistent with the goals of the Preferred Alternative. Bicycles, Pedestrians and Transit Oregon 99W will remain the designated bicycle route through Newberg and Dundee under the Preferred Alternative. Bicyclists will use the bike lanes and paved shoulders on Oregon 99W or the 10- to 12-foot-wide outside shoulders planned for the Bypass. Both will safely accommodate bicycles. Under the Preferred Alternative, pedestrian facilities will not be constructed on the Bypass. Sidewalks and other pedestrian facilities will be constructed on Oregon 219 at the Oregon 219, on Oregon 99W at the East Dundee Connector Road, and at the relocated Fox Farm Road/Dayton Avenue 3-22 Newberg Dundee Bypass

19 intersection. Local circulation changes to roads disrupted by the Preferred Alternative will be reconstructed to city or county design standards, which may include bicycle and pedestrian facilities. ODOT will construct all pedestrian facilities to meet ADA guidelines. YCTA and YCAP provide bus transit services to the Newberg and Dundee area. Bus transit along Oregon 99W and Oregon 219 will experience benefits because of the reduction in traffic congestion provided with construction of the Preferred Alternative. This congestion relief will benefit transit users by decreasing travel times between transit stops and by improving schedule reliability. Transit users may also receive benefits if the transit service can be shifted to the Bypass or if they can use express bus service that is routed on the Bypass. Construction Impacts Construction traffic impacts are related to the movement of people and materials, as well as temporary impacts on local circulation and driveways associated with construction of the Preferred Alternative. Construction of the Preferred Alternative will generate about 940,000 cubic yards (cy) of soil that will need off-site disposal, resulting in approximately 100,000 truck trips on local roads and arterials. Construction traffic impacts on local and arterial streets could also include temporary full or partial closures as needed for the management of construction activities and vehicle movement. As ODOT will build the Preferred Alternative in phases, the location of staging areas and of disposal sites will influence the magnitude of truck traffic impacts to local traffic operations and could affect the condition of existing roadway pavement Phase 1 ODOT will phase construction of the Preferred Alternative with each phase opening independently of the other. ODOT anticipates that Phase 1 will open in Phase 1 will extend from Oregon 219 in Newberg and connect to Oregon 99W just south of Dundee, and includes roadway improvements in East Newberg along Springbrook Road and south of Dundee on Oregon 99W not identified in the Tier 2 DEIS. Forecast traffic volumes for 2016 were used by ODOT in determining the appropriate level of service for Phase 1 and affected existing roadways, based on ODOT s applicable HDM Standards for state highways and on applicable local operational standards for nonstate roadways. That is, the roadway improvements for Phase 1 were designed to meet the applicable ODOT and local design standards for This section summarizes the transportation performance of the No Build Alternative and Phase 1 in This section also provides a summary of traffic operations in 2035 for both the No Build Alternative and Phase 1. This analysis of Phase 1 in 2035 is provided as a sensitivity analysis, documenting what will happen to traffic operations if only Phase 1 is constructed by ODOT will continue to work toward completion of the entire Preferred Alternative by Newberg Dundee Bypass 3-23

20 Average Daily Traffic Forecast The ADT forecasts for 2016 at key locations along Oregon 99W, Oregon 219, and Phase 1 are shown in Table PA Table PA Summary of 2011, 2016 and 2035 ADT Forecasts ADT (In thousands of vehicles per day) Location Existing Volume (2011) 2016 No Build 2016 Phase 1 % Change in 2016 with Phase No Build 2035 with Phase 1 % Change in 2035 with Phase 1 Oregon 99W East of Rex Hill East of Springbrook Road East of College Street North of Fox Farm Road East of 5th Street in Dundee South of Bypass Ramp Terminal Oregon 219 South of Springbrook Road Bypass Phase 1 N/A N/A 16 N/A N/A 20 N/A Source: Newberg Dundee Bypass Tier 2 Final Transportation Technical Memorandum, ODOT N/A = Not Applicable. Under the No Build Alternative, 2016 ADT within the project area is forecast to range from 29,000 to 48,000 vehicles on Oregon 99W, and about 16,000 on Oregon 219. Without Phase 1, ADT is projected to increase by 5 to 25 percent on Oregon 99W and by about 10 percent on Oregon 219 as compared to In many locations, the demand on Oregon 99W would exceed its capacity. As a result, more traffic will use the local street system for alternate routes, adversely affecting traffic mobility on local streets. Phase 1 is forecast to have 2016 ADT of 16,000 vehicles. Compared to the No Build Alternative, Phase 1 is forecast to reduce traffic levels on Oregon 99W between Providence Drive in Newberg to south of Dundee. In 2016, these reductions will range from 1,500 to 13,000 vehicles per day. Traffic levels for Phase 1 will increase over the No Build Alternative in 2016 on Oregon 219 north of Wynooski Road. This is due to the additional travel demand by motorists desiring to access Phase 1 at the Oregon 219 intersection (the east end of Phase 1) Newberg Dundee Bypass

21 Phase 1 would decrease ADT in downtown Dundee (East of 5th Street) by about 40 percent and in downtown Newberg (East of College Street) by 20 percent in the opening year (see Table PA ). This decrease will reduce vehicle congestion, ease access to properties along Oregon 99W, and allow for more vibrant and pedestrian-friendly redevelopment in the downtowns. In 2035, Phase 1 is forecast to have an ADT of 20,000 vehicles (see Table PA ). Phase 1 is predicted to reduce traffic levels on Oregon 99W between Providence Drive in Newberg and south of Dundee by 3,000 to 17,000 vehicles per day as compared to the No Build Alternative in Traffic levels for Phase 1 will increase on Oregon 219 north of Wynooski Road due to motorists desiring to access Phase 1 at the Oregon 219 Intersection. In 2035, Phase 1 will decrease ADT in downtown Dundee by about 35 percent and in downtown Newberg by 10 percent in 2035 as compared to the No Build Alternative (see Table PA ). Intersection Operations in 2016 The performance of study intersections was assessed based on whether the intersection will be project impacted or non-project impacted by Phase 1. The project-impacted intersections include the Phase 1 intersections on Oregon 219 in Newberg, on Oregon 99W south of Dundee, and the Springbrook Road/Oregon 219 intersection in Newberg. Widening Oregon 219 between new intersection and Springbrook Road will be part of Phase 1. Because it will be substantially reconstructed as part of the widening and was included A non-project-impacted intersection is an intersection that (1) would not meet its relevant operational standard with Phase 1 in 2016, and (2) would operate worse in 2016 with Phase 1 than with the No Build Alternative. For ODOT facilities, the relevant standards at non-project-impacted intersections are the mobility standards outlined in the OHP. For City of Newberg intersections, the relevant standards are the level-ofservice requirements outlined in the Newberg TSP. in the Tier 2 DEIS footprint, ODOT considers the Springbrook Road/Oregon 219 intersection to be project impacted. The project-impacted intersections are subject to the mobility standards outlined in ODOT s HDM based on demand in ODOT commits to implementing traffic improvement measures associated with Phase 1 based on forecast 2016 opening-year demand. These measures will bring non-projectimpacted intersections up to or better than the level of operational performance expected with the No Build Alternative. The weekday p.m. peak-hour intersection operations for all study intersections were evaluated under Phase 1 and the No Build Alternative for 2016 and The forecast operations were compared with relevant standards depending on whether the intersection will be project- or non-project-impacted by Phase 1 (see Table PA ). The 2016 results (termed Phase 1 Unimproved in Table PA ) were used by ODOT to determine traffic improvement measures to be included with Phase 1. Table PA Intersections Not Meeting Standards with Phase 1 in 2016 Intersection Performance Standard No Build Project-Impacted Locations 2016 Phase 1 Unimproved Phase 1 Improved Bypass/Oregon Oregon 219/ Springbrook Road Non-Project-Impacted Locations Oregon 99W Providence Drive Newberg Dundee Bypass 3-25

22 Table PA Intersections Not Meeting Standards with Phase 1 in 2016 Intersection Performance Standard No Build 2016 Phase 1 Unimproved Phase 1 Improved Brutscher Street Springbrook Street Elliott Street a 0.76 Villa Road College Street (north) Oregon 219 2nd Street >2.0 a 0.19 Wynooski Road * 0.74 Springbrook Street/ Fernwood Road Key Local Intersections >2.0* 0.63 Wilsonville Road/ Springbrook Street a Removed Elliott Street/Hayes Street Elliott Street/2nd Street a 0.52 Brutscher Street/Fernwood Road Oregon 219 2nd Street >2.0 a 0.19 Wynooski Road a 0.74 Source: Newberg Dundee Bypass Tier 2 Final Transportation Technical Memorandum, ODOT a With Phase 1 in place without mitigation, intersection operates worse than No Build and does not meet relevant standard. In 2016, if left unimproved, the following non-project-impacted intersections will operate at a level worse than the No Build Alternative (see Table PA ). The improvement measures that ODOT will implement with Phase 1 to achieve No Build or better conditions are discussed in detail in Section A brief summary is provided below. Oregon 99W/Springbrook Road Construct second westbound left turn and second southbound receiving lane on Springbrook Road. Oregon 219/Springbrook Road Construct second westbound left turn lane, second southbound through lane, and second northbound through lane. Springbrook Road/Fernwood Road Signalize intersection. 2nd Street/Oregon 219 Convert 2nd Street to right-in/right-out. Oregon 219/Wynooski Road Construct eastbound right-turn lane. Wilsonville Road/Springbrook Road Construct a cul-de-sac on Wilsonville Road south of Springbrook Road. The Elliott Street/2nd Street and Elliott Street/Oregon 99W intersections will operate better than they would have for the No Build Alternative following the conversion of the 2nd Street/Oregon 219 intersection to right-in/right-out. With the 2nd Street/Oregon Newberg Dundee Bypass

23 intersection restricted to right-in/right-out, traffic will travel between Oregon 99W and Phase 1 via Springbrook Road, rather than on Elliott Street. As a result, these two intersections on Elliott Street will meet OHP and city standards and will not require improvement measures in 2016 with Phase 1. At the same time, the Springbrook/Oregon 99W intersection will operate worse than it would have for the No Build Alternative if the Bypass-oriented traffic primarily uses the Springbrook Road corridor. As a result, traffic improvement measures are needed at the Springbrook Road/Oregon 99W intersection as a result of Phase 1. Table PA shows two non-project-impacted intersections that are forecast to not meet performance standards in 2016 with Phase 1 that will operate at or better than the No Build Alternative. These include Oregon 99W at Providence Drive and Oregon 99W at Brutscher Street. Because the two intersections operate better, than the No Build Alternative, in 2016, they will not require improvement measures. The improvement measures for intersections not meeting Phase 1 standards in the opening year (i.e., not meeting performance standards and operating worse than they would have for the No Build Alternative) are described in Section below. Intersection Operations in 2035 Section provides a summary of traffic conditions in 2035 under the No Build Alternative and under the Preferred Alternative. In contrast, this section provides a summary of the sensitivity analysis that ODOT performed to document what traffic conditions would be like in 2035 if only Phase 1 is constructed by 2035, compared to the No Build Alternative. This sensitivity analysis should be understood within the context that ODOT is continuing to propose that the full build-out of the Preferred Alternative will be completed by In 2035, with only Phase 1 in place, Oregon 219 and other East Newberg roadways (south of Oregon 99W) would experience high levels of congestion, and many study intersections will exceed a v/c ratio of 1.0. This would make it much more difficult for travelers to reach the east end of Phase 1, thereby reducing the number of travelers over time. In 2035, many of the East Newberg intersections would operate over capacity with just Phase 1 in place (see Table PA ). Completion of the full build-out of the Preferred Alternative will avoid these impacts. However, if only Phase 1 were to be constructed by 2035, the following improvement measures could be needed for the project-impacted intersections to meet HDM standards in 2035: Phase 1/Oregon 219 intersection Add a third eastbound left turn lane off of Phase 1 and a third northbound through lane on Oregon 219. Oregon 219/Springbrook Road intersection Add a third northbound through lane on Oregon 219 and a third westbound left turn lane on Springbrook Road. Oregon 219 Widen to three through lanes in each direction between Springbrook Road and the Phase 1 intersection. Oregon 99W intersection south of Dundee Convert to an interchange. Rather than implementing these improvement measures, ODOT intends to construct the Preferred Alternative, in part because these measures are not feasible or appropriate. For example, the addition of triple left turn lanes at the Phase 1 intersection on Oregon 219, and the Springbrook Road intersection on Oregon 219 is neither feasible nor appropriate given the context of the community. To date, no triple left turns have been constructed in Oregon. Further, as shown in Table PA , both intersections are Newberg Dundee Bypass 3-27

24 anticipated to operate below capacity. Completion of the Preferred Alternative will eliminate the need for these improvements. Therefore, ODOT will not implement further improvement measures beyond those identified for opening year Table PA Intersections Not Meeting Standards with Phase 1 in 2035 Intersection Performance Standard 2035 No Build Phase 1 Project-Impacted Locations Bypass/Oregon Oregon 219/ Springbrook Road Non-Project-Impacted Locations Oregon 99W Providence Drive a Brutscher Street Springbrook Street Elliott Street a Villa Road a College Street (north) a Oregon 219 2nd Street 0.80 > Wynooski Road 0.80 >2.0 >2.0 a Springbrook Street/ Fernwood Road Key Local Intersections Wilsonville Road/ Springbrook Street 0.90 >2.0 Removed Elliott Street/2nd Street a Brutscher Street/Fernwood Road >2.0 a Source: Newberg Dundee Bypass Tier 2 Final Transportation Technical Memorandum, ODOT a With Phase 1 in place without mitigation, intersection operates worse than No Build and does not meet relevant standard. Construction Impacts There are no construction traffic impacts with Phase 1 that will be different from those described for the Preferred Alternative, with the exception of the amount of excavation and soil disposal that will be required. Construction of Phase 1 will generate less than 181,700 cy of soil that will require off-site disposal, and it will result in fewer than 18,000 truck trips on local roads and arterials Cumulative Impacts for the Preferred Alternative The transportation cumulative impacts analysis for the Preferred Alternative begins at the baseline year of 1970 for past actions and extends to 2035 for reasonably foreseeable future actions. Several plans and future projects are of particular importance in determining cumulative effects on transportation: Construction of a three-lane major collector in Newberg Newberg Dundee Bypass

25 Area Management Plans (IAMPs) for the East Newberg, Oregon 219, East Dundee, and Dayton Intersection improvements on Oregon 219 and Oregon 99W. Future reclassification of Oregon 99W as a District Highway Statewide Transportation Improvement Program. Providence Newberg Medical Center Master Plan relocation/expansion. Cumulative impacts to transportation are not likely to follow historical trends in travel and growth inducement due to several factors. Oregon s land use laws limit growth and are specifically in place to reduce sprawl onto agricultural lands and outside of urban growth areas. The Preferred Alternative will result in a localized improvement in travel times but will not markedly affect future regional commuting patterns. Through traffic travel times from Newberg to most of the Portland-Vancouver metropolitan area will not be reduced with respect to existing conditions because of future expected increases in congestion on many roadways in the Portland area. The same is true for through travel from the Portland-Vancouver metropolitan area and the ocean beaches. Travel demand modeling using ODOT s statewide transportation model showed minor cumulative effects from the Preferred Alternative on regional travel patterns. The Preferred Alternative could promote economic growth in the McMinnville area, with a corresponding increase in trips between McMinnville and the Portland-Vancouver area. However, the projected growth for McMinnville is moderate, and there will be no major incentive for travel between McMinnville and Portland because of the Preferred Alternative. The Preferred Alternative will result in a small beneficial impact to non-motorized transportation uses, as new intersections and local circulation roads will be designed and constructed to meet current bicycle and pedestrian facility design standards Mitigation Preferred Alternative With the Preferred Alternative, mitigation will address two types of expected traffic impacts: (1) provision of local circulation connectivity where the Preferred Alternative will eliminate or disrupt existing patterns of connectivity, and (2) revisions to property driveways or other connections to the local street system. Examples of the local street improvements needed to reconnect disruptions to existing connectivity include the realignment of 14th Street, Waterfront Street, Wynooski Road and Wilsonville Road in Newberg, and the realignment of both Riverwood and Fulquartz Landing Roads to provide overcrossings of the Bypass in the area south of Dundee. Examples of improvements to provide local property connections include the development of a new frontage road north of Fulquartz Landing Road to serve adjacent properties, including the Newberg Gun Club, and the extension of Providence Drive in Newberg north of Oregon 99W linking to a new frontage road that serves local properties and connects to Corral Creek Road. Based on the current design of the Preferred Alternative (including incorporation of the Phase 1 improvement measures), there will be no adverse direct or indirect transportation impacts that need mitigation. Newberg Dundee Bypass 3-29

26 Construction Mitigation Construction mitigation will minimize traffic delays associated with full or partial roadway closures. As and where appropriate, ODOT will use a construction traffic management plan, detours, Construction Mitigation: Mitigation put in place to reduce the impacts of project construction. alternate bicycle paths and sidewalks, signing, and staging and phasing to minimize disruptions to businesses and neighborhoods. Mitigation for construction traffic impacts associated with the movement of people and materials will be addressed when greater detail is known about project phasing, the location of staging areas, and the location of soil disposal sites. ODOT will prepare traffic control plans and specifications as part of final design which will require the construction contractor to keep traffic flowing through all work zones on Oregon 99W, Oregon 219 and all local roads. ODOT will also prepare a public involvement plan for public outreach to engage those affected during project construction and will keep the project Web site up to date to reflect current information on construction activities Phase 1 The specific opening-year mitigation measures for Phase 1 will meet the ODOT standards outlined in Section above. Opening Year (2016) Mitigation This section discusses mitigation for transportation impacts attributed to Phase 1. ODOT commits to implementing traffic mitigation measures associated with Phase 1, based on forecast opening-year demand (2016) that will improve non-project-impacted intersections to at least the operational performance level of the No Build Alternative. A non-project-impacted intersection is defined as one that (1) will not meet its relevant operational standard with Phase 1 in 2016, and (2) will operate worse in 2016 with Phase 1 than with the No Build Alternative. ODOT will construct mitigation to ensure that all project-impacted intersections meet HDM standards. Table PA shows opening-year mitigation measures and the v/c ratio that will result after implementation of the mitigation measure. Table PA also identifies whether the mitigation measures identified are consistent with the TSP. This information has been provided for contextual purposes only Newberg Dundee Bypass

27 Table PA Opening-Year 2016 Mitigation Measures Location Mitigation Compliance with TSP Oregon 99W/ Springbrook Road Springbrook Road/Oregon 219 Springbrook Road/ Fernwood Road Construct second westbound left turn lane and second southbound receiving lane on Springbrook Road extending at 300 feet from Oregon 99W. Construct second westbound left turn lane, second southbound through lane, and second northbound through lane. This intersection was not identified as needing improvements in the TSP but was in the Tier 2 DEIS. These improvements were not identified in the TSP. The additional through lanes on Oregon 219 were identified in the Tier 2 DEIS but the second westbound left turn lane was not. Signalize intersection. This is identified as a needed capacity improvement in the TSP. 2nd Street/ Oregon 219 Convert 2nd Street to right-in/rightout. Oregon 219/ Wynooski Road Oregon 219/Wilsonville Road/Phase 1 Intersection This is identified as a needed capacity improvement in the TSP. Construct eastbound right turn lane. This intersection was not identified as needing improvements in the TSP but was in the Tier 2 DEIS. Construct westbound left, through and right turn lanes. Construct dual southbound right turn lanes to access Phase 1 and dual westbound left turn lanes to exit Phase 1 onto Oregon 219. This improvement was not identified in the TSP; rather the TSP identified the realignment of Wilsonville Road assuming the full build out of the Preferred Alternative is in place. Performance Standard 2016 V/C ratio with Proposed Mitigation Meets Standard? Yes, Operates better than No Build Yes, meets HDM standard Yes, meets City of Newberg standards Yes, meets OHP standards Yes, meets OHP standards Yes, meets HDM standards Newberg Dundee Bypass 3-31

28 Table PA Opening-Year 2016 Mitigation Measures Location Mitigation Compliance with TSP Performance Standard 2016 V/C ratio with Proposed Mitigation Meets Standard? Wilsonville Road Extend Wilsonville Road west to connect to Oregon 219/Bypass intersection. Create cul-de-sac section of Wilsonville Road between new extension and Springbrook Road. Springbrook Road Widen Springbrook Road to three lanes between Oregon 99W and Oregon 219. This improvement was not identified in the TSP; rather the TSP identified the realignment of Wilsonville Road assuming the full build-out of the Preferred Alternative is in place. Springbrook is classified as a minor arterial, which requires a three-lane cross section with bike lanes and sidewalks. This widening is identified as a capacity improvement in the TSP. N/A N/A N/A N/A N/A N/A Source: Newberg Dundee Bypass Tier 2 Final Transportation Technical Memorandum. ODOT N/A = Mitigation measure described is associated with widening of roadway segment. Intersection standards do not apply to segments Newberg Dundee Bypass

29 3.1.6 Tier 2 DEIS Build Alternative The following is an exact copy of the Tier 2 DEIS Build Alternative section for transportation. In-text references cite information in the Tier 2 DEIS. The Tier 2 DEIS Build Alternative, which includes all of the design and local circulation options no longer under consideration, is included here as a comparison to the Tier 2 FEIS Preferred Alternative and for informational purposes only. Copies of the complete Tier 2 DEIS are available from: Kelly Amador, Senior Project Leader, Region 2 Oregon Department of Transportation Mid-Willamette Valley Area 885 Airport Road SE, Building P Salem, OR kelly.l.amador@odot.state.or.us Build Alternative Under the Build Alternative, the Bypass is forecast to have 2030 ADTs ranging from 30,000 to 34,600 vehicles per day. The Bypass is predicted to reduce traffic levels on most sections of Oregon 99W. These reductions would range from 9,400 to 37,800 vehicles per day in Traffic levels for the Build Alternative would increase over the No Build Alternative in 2030 in two areas: east of Rex Hill on Oregon 99W, and on Oregon 219 north of Wilsonville Road. This is due to the additional travel demand from the Bypass. These increases would be relatively minor (700 additional vehicles per day on Oregon 219 north of the interchange). The horizontal and vertical alignment design options in the Build Alternative would not affect the projected traffic volumes on the Bypass or at any of the study intersections (Figure 3.1-4). As a result, comparative traffic operations analyses were only conducted for those design options that involved Bypass interchanges Bypass Segment and Ramp Operations Table shows the projected p.m. peak-hour operations of the Bypass segments and interchange ramps. This analysis describes the estimated operations on the Bypass and at locations where onor off-ramps connect with the Bypass. Operations at intersections of other roads with the ramps off the Bypass are described in the Intersection Operations section (Section ) below. As shown in the table, all Bypass segments and ramps are expected to operate acceptably in 2030, have v/c ratios below 0.60, and thus meet the applicable Highway Design Manual (HDM) standards. Table Estimated 2030 Bypass and Ramp v/c Ratios by Segment Highway Design Manual (HDM): This engineering manual provides uniform procedures for ODOT guidance for the location and design of new construction, major reconstruction, and resurfacing, restoration, or rehabilitation projects. The manual is used for planning studies and project development. Segment Segment 1: Dayton Segment 2: Dayton to Dundee UGB Applicable HDM Standard a Mainline Bypass WB On-Ramp WB Off-Ramp EB On-Ramp EB Off-Ramp 0.75 N/A N/A N/A N/A N/A Newberg Dundee Bypass 3-33

30 Table Estimated 2030 Bypass and Ramp v/c Ratios by Segment Segment Segment 3: Dundee UGB to East Dundee Segment 4: East Dundee Segment 5: West Newberg to Oregon 219 Segment 6: Oregon 219 Segment 7: Oregon 219 to East Newberg Segment 8.1 and 8.1A: East Newberg and Rex Hill Applicable HDM Standard a Mainline Bypass WB On-Ramp WB Off-Ramp EB On-Ramp EB Off-Ramp N/A N/A N/A N/A 0.75 N/A N/A N/A N/A N/A 0.75 N/A N/A N/A N/A N/A 0.75 N/A N/A N/A Source: Newberg Dundee Bypass Transportation Technical Memorandum, ODOT N/A = Not Applicable. a HDM mobility standards vary based on whether or not the facility is on the mainline and/or inside the urban growth boundary (UGB) Oregon 99W Travel Times To analyze the impact of the Bypass on congestion on Oregon 99W, travel times on Oregon 99W between the ends of the Bypass were estimated for the p.m. peak hour for the No Build Alternative and Build Alternative Table shows existing travel times along Oregon 99W and the estimated 2030 travel times on Oregon 99W in the project area. Without construction of the Bypass, travel times on Oregon 99W in the project area are expected to increase substantially in the future, with p.m. peak-hour congestion more severe in the westbound direction. With the Bypass, travel times on Oregon 99W would be reduced by about percent, or reduced by approximately 33 minutes westbound and 17 minutes eastbound. Travel time on the Bypass (not included in Table 3.1-7) is projected to be about 12 minutes in Condition Table Oregon 99W Corridor PM Travel Times Westbound Rex Hill to Oregon 18 Eastbound Oregon 18 to Rex Hill Existing Conditions 31 minutes 21 minutes 2030 No Build Alternative 54 minutes 34 minutes 2030 Build Alternative 21 minutes 17 minutes Source: Newberg Dundee Bypass Transportation Technical Memorandum, ODOT Newberg Dundee Bypass

31 Intersection Operations The weekday p.m. peak hour intersection operations for all study intersections (Figure 3.1-4) were evaluated under the Build Alternative and No Build Alternative. The projected operations were compared with the OHP and HDM mobility standards. Under the No Build Alternative, 17 of the 26 study intersections would fail to meet OHP mobility standards in 2030, as shown in Table Table Intersections Not Meeting OHP Mobility Standards in 2030 Under the No Build Alternative 2030 Traffic Intersection (Type of Traffic Control) OHP Mobility Standard a v/c Ratio Critical Movement b Intersections in Segment 1 Oregon 99W/Oregon 18 (Stop Sign) WBLT Oregon 18/Kreder Road (Stop Sign) 0.70 >2.0 NB Intersections in Segments 3 and 4 Oregon 99W/Fox Farm Road (Stop Sign) EB Oregon 99W/1st Street (Stop Sign) 0.80 >2.0 WBLT Oregon 99W/5th Street (Traffic Signal) 0.80 >1.0 N/A Oregon 99W/Niederberger Road (Stop Sign) EB Intersections in Segment 6 Oregon 219/9th Street (Stop Sign) EB Oregon 219/Wilsonville Road (Stop Sign) 0.80 >2.0 WB Wilsonville Road/Springbrook Street c (Stop Sign) E F SB Intersections in Segments 7, 8.1, and 8.1A Oregon 99W/Old Parrett Mountain Road (Stop Sign) NB Oregon 99W/Corral Creek Road (Stop Sign) SB Oregon 99W/Benjamin Road (Stop Sign) 0.70 >2.0 SB Oregon 99W/Providence Drive (Traffic Signal) 0.75 >1.0 N/A Oregon 99W/Brutscher Street (Traffic Signal) 0.75 >1.0 N/A Oregon 99W/Springbrook Street (Traffic Signal) 0.80 >1.0 N/A Oregon 99W/Villa Road (Traffic Signal) 0.80 >1.0 N/A Hancock Street/College Street (Traffic Signal) N/A Source: Newberg Dundee Bypass Transportation Technical Memorandum, ODOT a OHP mobility standards vary based on highway classification, inside or outside UGBs, or metropolitan planning organizations, and posted speed. b WB Westbound, EB Eastbound, NB Northbound, SB Southbound, WBLT Westbound Left Turn, N/A Not Applicable. c Wilsonville Road/Springbrook Street is owned by the City of Newberg and not ODOT. The relevant threshold is Level of Service (LOS) E, per Newberg s standards. Level of Service F means intersection operations are failing. Newberg Dundee Bypass 3-35

32 FOX FARM RD NW 1ST SW 5TH SW 9TH NIEDERBERGER RD PARKS DR 10TH D BLANCHARD LN Dayton McDOUGALL RD STOLLER RD KREDER RD Dayton East Dundee 99W FOOTHILLS DR CRESTVIEW DR 219 MAIN ST COLLEGE ST VILLA RD 1ST 4TH ST 2ND 9TH BENJAMIN RD OLD PARRETT MOUNTAIN RD VERITAS LN HAWORTH AVE CORRAL CREEK RD FERNWOOD RD PROVIDENCE BRUTSCHER PORTLAND RD SPRINGBROOK HANCOCK ST DAYTON AVE WILSONVILLE RD WYNOOSKI 99W W 99W Dundee Newberg 219 Oregon 219 Study Intersection Study Intersection Not Meeting Mobility Standards (Under 2030 Build Alternative) Bypass Approved Corridor Roadway City Limits 3RD ST WALLACE RD AMITY FERRY ST Source: ODOT, 2008 East Newberg Inset maps are not to scale. KREDER RD 18 Segment 2 Figure 3.1- Study Intersections